In reply to your telegram of July 6 requesting a complete
written report on our
activities in connection with the above flight, I am submitting a preliminary
report,
pending further detailed information from our Island stations.

The first information we had regarding this flight was on Friday, July
2, in the late
afternoon at which time, several of the newspaper reporters from the Sand
Francisco
Bay Area called our Alameda office, asking if we had any information regarding
the
flight. This was the first indication we had that the flight had been or
was being
made, as previous to this, we had received no advice whatsoever that the
plane had
departed from New Guinea. Upon receipt of a confirmation that the flight
had actually
started and was at that time reported overdue, we immediately set up continuous
watches at Midway, Wake and Honolulu on 3105 and 6210 KC. Saturday night,
I personally
was at Midway and because we had our own flight in that area during that
time, I
assisted the station staff in maintaining a watch. Nothing was heard at
Midway on
Saturday night that could definitely be identified as signals from the
Earhart plane.
On Sunday morning about 5:30 a.m., local time at Mokapu, Mr. Paulson stated
he heard
signals in the vicinity of 3105 KC, although the frequency could not be
accurately
determined and on which he obtained an approximate bearing of 210 degrees.
The
signals Mr. Paulson heard were, undoubtedly, carrier signals modulated
with voice
although he could not understand the voice part of it. Although it is true
several
of the domestic lines use frequencies close to 3105 KC, it is doubtful
if these signals
would have carried to Honolulu at this particular time of the day, the
time then
being 8:00 a.m. Pacific Standard Time. Usually at this time, stations on
the West
Coast have changed to day frequencies. I believe the signals heard by Mr.
Paulson
were from the Itasca. This information was passed on to the Coast Guard
at Honolulu
for whatever it was worth and we continued to listen on the two frequencies
used by
the plane.

Arriving at Mokapu Sunday, I spent most of Sunday night at the radio station
and we
set up a watch on 3105 KC at the DF and also at the receiving station.
At 7:30 p.m.
local Honolulu time, the broadcast station KGMB arranged a special broadcast
to the
plane on their broadcast frequency, requesting the plane to transmit four
long dashes
on 3105 KC if they heard KGMB broadcast. Immediately after the broadcast,
Mr. Ambler
and myself both distinctly heard four dashes on 3105 KC. We are certain
of the
frequency because the Coast Guard Cutter, Itasca, had previously set their
transmitter
on this frequency in an effort to contact the plane. Shortly before, we
had taken

Chief Comm. Engineer
Reports, Special Amelia Earhart Flight
Page 2

bearings on the Itasca on this frequency, obtaining an approximate bearing of 210 degrees. Upon hearing the four dashes mentioned above, we immediately called KGMB
by phone and asked them to repeat the test. This was done and immediately after the
second test, we again heard the same signals except at this time, only two dashes
were received and the second dash trailed off to a weak signal as though the power
supply on the transmitter had failed. Nothing was heard thereafter although a
continuous watch was maintained on this frequency all night. During the time these
dashes were heard, it was possible to observe an approximate bearing of 213 degrees
from Mokapu. Later on in the evening, Wake reported signals in the vicinity of
3105 KC, obtaining an approximate bearing of 140 degrees. However, I do not believe
the signals heard at Wake were from the Earhart plane inasmuch as they were unheard
at Mokapu at this time. The signals heard at Wake were a continuous carrier for
several minutes at a time and we were of the opinion that possibly these signals
emanated from somewhere in Japan.

All of the above information was turned over to the Coast Guard officials at Honolulu
with emphasis being made at the time that there was nothing definite in what we had
heard because of no identifying signals of any nature being received. While it
would appear there may have been some connection between the dashes and the KGMB
broadcast, we could not state definitely that the signals were from the Earhart
plane.

I am sure that if we had been advised of the departure from New Guinea, we could have
been of some assistance during the flight in observing bearings although it is doubtful
if we would have had any success in transmitting these bearings to the plane. I was
informed in Honolulu by the Coast Guard that two-way communication was impossible
and that apparently the plane did not hear the Itasca at any time during the flight.
It might have been possible, however, for the plane to listen to one of the Honolulu
broadcasting stations and thus receive the bearings that could have been taken. I
understand the plane was not equipped to operate on 500 KC and for that reason the
Itasca was unable to take bearings on it.

In the event further information is received from the Island stations in connection
with this flight that would further amplify this report, I shall arrange to forward
this information to you immediately.

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